IE Big turbo stroker Audi A4

IE Staff Projects — December 14, 2011 8:40 pm | 6 comments |

Tyler Davis is our on staff Graphic designer/photographer responsible for much of the product and advertisements you see released from IE.  On his off time Tyler joins the ranks of VW/Audi addiction like the rest of us.  Tyler has spent the last 8 years building and owning VWs and Audis.  Tyler’s current project is his own 2003 Audi A4 sporting a 2.0L stroked 1.8T sporting a slew of IE parts, AEB head with super tech valve train under IE cams and GT3076R big turbo.

This build has progressed over 3 years and Tyler is now on his 3rd short block build that includes the 2.0L stroker, in fact this Audi has gone through so many changes that the 1.8T is not even the original motor to the car.  This Audi started out life as a stock motor 3.0L V6 that Tyler had no intentions of modifying, as we all know that never works out for a car enthusiast.  The last (2nd) build of this 1.8T motor was all about the details with powder coating, stainless lines and fittings, beginnings of a harness tuck, and lots of IE billet accessories.

Garret 4″ inlet compressor powdered in “Champaign Silver”.

Our friends over at Apikol tabbed up a intake manifold with AEB runners and then it was finished in the same powder as the compressor.

The turbo coolant lines where the first to receive the new braided stainless line with black fittings treatment.

Anodized in “IE red” finish, our solid tensioner idler pulley is fitted to the block.  This piece replaces the factory hydraulic tensioner prone to failure.

With the motor out again, assembly on the AEB head begun.

First IE cam to make it into a car was put into the new head.

Supertech titanium valve-train parts would give the motor a higher rev and improved strength.

This was also the perfect time to fit on one of IE’s new Billet 1.8T fuel rails.

Not skipping out on the details, the rail will have company with stainless braided hoses and black anodized AN fittings.

With everything buttoned up, motor was ready to go back into the car.

Practice makes perfect when pulling and dropping motors in.  With the engine back in andy running and the IE Billet fuel rail installed flowing fuel the car was ready to make it to the 1st Utah car show “Euro SL,UT Fest”.

Newest rendition sitting pretty at the show.  Photo courtesy of our friend Nick Larson.

Shortly after the show, motor was pulled yet again (3 if you are keeping count), this time for a 2.0L stroker build.

Along with the stroker parts, more IE anodized billet accessories are added to make even more braided stainless line installs easier and cleaner.

Collection of stroker parts ready for the block.

IE custom JE forged stroker pistons

While waiting for the block at the machine shop, more factory fuel lines are replaced with braided stainless starting at the filter.

Lines utilize as many stock mounting points as possible.

IE surge tank fitted with a Bosch 044 fuel pump is mounted and even more stainless lines and anodized black fittings are mounted.

Lines are awaiting motor to be dropped back in before measurements and cutting can finish.

Test fitting IE billett valve cover breather adapter and black anodized -10AN fitting.

2.0L stroker short block back from machine shop and ready for assembly.

Head fitted to block.

long block fully assembled and sitting in the garage awaiting more parts!

 Waiting for motor parts, Tyler started work on another project.
Looking for more breaking power, He picked up a set of larger Audi S4 brakes.  Even though these brakes were recently restored,
We just could not keep our hands off of them.  So Tyler’s custom brake project started.

The brakes mounted in one of our machines for a little CNC love.

The S4 brakes are notoriously hard to fit wheels over, so cutting the face down will help a bit.

Also, the flat fave allowed us to mill in a logo for the Audi.

And a little test fit after machining.
These were sent out for a powder coat finish at this point, and the attention put back to the engine.

With the increased displacement of the 2.0 stroker motor, larger turbo, and high flowing head the updated valve train needed a better work out.
So a set of IE cams where fitted over the valves.  By moving the power band of the valve train in line with the power band of the new engine and turbo these cams have been engine dyno testing to yielded gains of up to 97 peak bhp at 22psi.  Along with a giant power increase, these were carefully designed for optimum valvetrain harmonics and safe, long life of components.

Install of our cams are very easy, and the procedure is no different than installing stock cams, these are drop in with OEM style timing marks even.

First, the old cam setup needs to come out.  The old setup was a stock exhaust cam and IE intake cam.

Before the new cams drop in, the head is lubed up with Red Line assembly lube. (available from IE).

New cams seated in place, its easiest to insert the cams, tensioner, and cam chain all at once.

The original VVT tensioner showed signs of major wear, so a new VVT was added along with the new cams.

With the cams installed, the motor is re-timed and sealed up.  Notice the new Integrated Engineering/ARP cam gear bolt installed.
With upgraded valvetrain and higher RPM, there is much more stress on the cam pulley keyway. This added stress can result in catastrophic engine damage, which can lead to bent valves or even destroyed pistons and cylinder heads. With much testing and development, we have worked with ARP to offer an aerospace grade cam pulley bolt, which allows for a larger clamping force on the cam pulley. This added clamping force will ensure that the joint does not slip, shearing the keyway on the pulley.

Not soon after, parts started to roll back in with fresh powder coats.  More on them installed on the motor.

The brakes where powdered along with the lip of the two piece Rial Daytona Race wheels for a perfect color match.
The center of the wheel was treated with a darker matte grey finish.

The final brake product turned out spectacular in our opinion.  Not too shabby for a old set of OEM S4 brakes.

The finished set of custom brake calipers.

The final result fills up the wheel a lot better, and should improve braking performance.

A Quick spin of the wheel shows that these should look pretty slick driving too.

With everything back from powder coat, it was time to drop the motor in.  With the motor hung we can mount the Clutch Masters clutch and flywheel.

Before the clutch goes on, Tyler chose to strengthen the flywheel to crank interface are with a set of ARP flywheel bolts and a IE EKgrip friction disk.  The friction disc increases friction up to 300% and helps to prevent a failure between the flywheel and crank.

The friction disc installs easily and aligns with all 6 bolt V/Audi interfaces, and its only .008″ thick so it does not cause any alignment or clearance issues.

With the Friction disk shim, ARP flywheel bolts, and Clutch Masters flywheel and clutch mounted the motor is ready to mount onto the 6 speed manual 3.0L V6 transmission.  Dropping a 1.8T into a longitudinal A4 is straight forward… literally.

Here you can see the new IE/ARP cam gear bolt, furthering the reliability of the timing system a IE manual tensioner, Fluidampr crank pulley, IE/ARP crank damper bolt, and a IE dowel pin timing gear have been installed.

Trans bolted on, subframe up, and motor mounts bolted down… the engine is back in its home.

Accessories being bolted onto the engine bracket, notice the alternator sporting a new IE billet alternator pulley.

IE Billet fuel rail mounted along with a set of IE Billet Coil Pack Adapters.

Even with the motor in, this Audi has a long way to go before its ready for Wuste 2012 in Vegas.

Tyler’s Audi A4 is constantly changing and growing, check back often for updates to this blog post!